2026 Aston Martin Vantage S Roadster Review: 670-HP British GT

A thrilling open-top British GT with real bite

2026 Aston Martin Vantage S Roadster front three-quarter studio shot, roof down

Open-top sports cars rarely get this much character into a single package. Aston Martin has taken its already-handsome Vantage Coupe, sliced off the roof, and dialled the engine wick up to 670 hp for S spec. The result is a hand-built British grand tourer that’s part supercar, part luxury convertible, and entirely seductive. Over the following sections we cover the design, the powertrain, the way it drives, the cabin and tech, the rivals it has to beat, and the real-world ownership picture before delivering our verdict.

Design and First Impressions

The Vantage S Roadster is, in a word, arresting. From the moment we laid eyes on our Malachite Green test car — a rich, metallic tone that falls somewhere between classic British Racing Green and a deep emerald — the proportions and surface language demanded attention. Aston Martin’s signature grille shape, flanked by sculpted corner air curtains and a wide, functional front splitter, gives the nose an unmistakable presence that harks back to the brand’s 1959 Le Mans victory. The LED headlights sit within a dark housing accented by a thin metallic silver surround that, in our view, pairs elegantly with the satin-finish grille bars.

Working down the flanks, the design becomes even more seductive. Functional heat extractors punctuate both sides of the long, muscular hood. The body line rises at the front fender, follows the door, and then gracefully dissipates into a rear quarter panel with a pronounced Coke-bottle taper. Flush-mounted door handles preserve the clean surface, and Aston Martin’s signature swan-wing door opening — where the leading edge rises slightly — keeps the lower sill clear of curbs. On our test car, 21-inch Y-spoke forged wheels finished in satin black wrapped in Michelin Pilot Sport 5S rubber (275/35 front, 325/30 rear) filled the arches with purposeful intent.

At the rear, there are no pop-up spoilers or oversized wings. Instead, a subtle kick-up on the trailing edge of the trunk lid acts as a passive lip, while a diffuser that would look at home on an IMSA GTD race car frames four gloss-black, slash-cut exhaust tips. The soft top — an eight-layer insulated Z-fold design — folds neatly behind the headrests and, importantly, does not eat into trunk volume. Some may wish for a body-coloured tonneau cover rather than the exposed black fabric, but the rollover hoops and the way the rear deck integrates with the shape give the Roadster a finished, cohesive look. Overall, the Vantage S Roadster carries a design language that is unmistakably British and unmistakably Aston Martin — timeless yet thoroughly modern.

Powertrain and Performance

Under that long bonnet sits a hand-assembled 4.0-litre twin-turbo V8, an AMG-sourced unit that Aston’s engineers have thoroughly reworked. In S trim, it belts out 670 horsepower and 590 lb-ft of torque — a healthy jump over the standard car — sending it all to the rear wheels via an eight-speed torque-converter auto. Aston calls it a "rear mid-mounted" layout, meaning the engine sits behind the front axle line. That helps with weight distribution and keeps the car feeling agile.

We put the launch control to the test. Left foot on the brake, right foot buried, and the thing just detonates off the line. We saw 0-60 mph in 3.27 seconds and a quarter-mile in 11.0 seconds flat. The top speed is a claimed 202 mph (325 km/h). The clever bi-turbo setup — a smaller turbo for low-down response, a bigger one for top-end shove — means lag is virtually non-existent. The throttle response is instant and linear, and the engine spins freely to its 7,000-rpm redline, filling the cabin with a glorious, real V8 symphony.

The eight-speed auto is spot on. In Sport and Track modes, shifts are quick and crisp, but it never gets jerky when you’re just cruising. Those long, metal shift paddles feel great in your hands and make manual changes intuitive. Honestly, the calibration is excellent — the gearbox can be a smooth tourer or a rapid-fire weapon depending on the drive mode. For a car tipping the scales at around 1,770 kg, the powertrain feels both urgent and refined, right up there with the best in the business.

On-Road Driving Impressions

The chassis is the real star. It feels alert, balanced, and gives you stacks of confidence. The recalibrated steering — quicker than the base car — delivers sharp turn-in without feeling nervous on a straight. The thick-rimmed, leather-wrapped wheel is a delight, and the feedback through it is among the best we’ve felt in this class. You can sense the front Michelins working, and the connection between your hands and the car’s response feels immediate and natural.

Braking is rock solid. The standard steel rotors — over 15 inches across — are grabbed by Brembo six-piston front calipers and four-piston rears. Even without the optional carbon-ceramics, the pedal feel is firm, modulation is perfect, and fade resistance during repeated hard stops was, for us, more than enough for any road and even light track work. The adaptive dampers, reading the road constantly, work a treat. In Comfort, the ride is supple enough for a long highway run; in Track, body control tightens up significantly, yet it never gets punishing over rough patches.

Wind management with the top down is a genuine highlight. The eight-layer soft top can be raised or lowered at speeds up to approximately 32 mph (50 km/h), and the operation takes mere seconds. With the top down and windows up, buffeting is impressively subdued — the wind seems to be channelled up and over the cockpit rather than funnelled into it. There is, naturally, more turbulence with the windows dropped, but even then, conversation at normal volume remains possible at legal highway speeds. The exhaust note, with the top stowed, becomes even more intoxicating — a rich, baritone bark that rewards enthusiastic throttle inputs with pops and crackles on overrun. Our only minor quibble in daily driving is that the high belt line and somewhat elevated cowl height can take a few minutes to adjust to, though we found the seating position and outward visibility to be excellent once acclimatised.

Interior, Tech and Comfort

Climb inside and the craftsmanship hits you. The cabin is wrapped in hand-stitched leather and Alcantara, with real carbon fibre on the dash top, centre console, and door trims. The stitching is precise, the materials feel premium, and there’s thankfully no cheap plastic anywhere. Our test car’s dark leather with silver accents and exposed carbon fibre looks purposeful without being too spartan.

The 10.25-inch digital instrument cluster is sharp and configurable. In its sportiest mode, the tachometer dominates with a big gear indicator and speed readout, so you can grab info at a glance even when you’re giving it the beans. Next to it, another 10.25-inch touchscreen runs Aston’s latest infotainment with wireless Apple CarPlay Ultra. Menus for nav, media, and car settings are logical, and while it’s mostly touch-based, Aston has kept proper rotary dials and toggle switches for the climate and volume — a win for usability over all-touch systems.

The optional Bowers & Wilkins system, with 15 speakers and 1,170 watts, sounds brilliant even with the roof off, though the V8’s own soundtrack often makes it unnecessary. The 25-way power-adjustable seats — controlled by switches on the centre console — hold you tight in corners and stay comfortable on long stints. Heated and ventilated seats are standard. Storage is limited but clever: the centre armrest hides twin USB-C ports and a 12-volt outlet, there are two cupholders, and a small hidden compartment behind the console for your phone. The boot gives you 7.1 cubic feet of space whether the roof is up or down — a practical win that some rivals sacrifice.

At a Glance: How It Compares to Key Rivals

The Vantage S Roadster sits in a fiercely competitive segment alongside established players from Stuttgart, Affalterbach, and Maranello. Each brings a different philosophy: Porsche bets on all-wheel-drive traction and explosive straight-line speed, Ferrari offers rear-driven Italian drama, and Mercedes-AMG blends luxury with technical capability. The Aston, meanwhile, stakes its claim on British character, a thunderous V8, and hand-built exclusivity.

Aston Martin Vantage S Roadster vs Mercedes-AMG SL 63: Which Is Better?

The most natural rival to the Vantage S Roadster is the Mercedes-AMG SL 63. Both use a 4.0-litre twin-turbocharged V8 — a shared architectural lineage that makes the comparison particularly interesting — yet each company has tuned and packaged the engine into a very different driving experience. With the SL 63 starting at approximately USD 184,000 against the Vantage S Roadster’s $211,000 entry price, the Mercedes opens a meaningful price gap that will matter to many buyers. But the Aston Martin fights back with a significant power advantage: 670 hp and 590 lb-ft versus the AMG’s 577 hp and 590 lb-ft.

On the road, the character differences are clear. The Vantage S Roadster is rear-wheel drive, and it feels every bit of it — the chassis rotates beautifully into corners, the tail is adjustable on throttle, and the driving experience rewards finesse and engagement. The SL 63, by contrast, channels its power through Mercedes’ 4MATIC+ all-wheel-drive system, which delivers unshakable traction in all weather conditions and makes the car feel more planted and accessible at the limit. The SL 63 also carries a 2+2 seating layout, offering a pair of small rear seats that, while tight, can accommodate children or serve as additional luggage space — something the strictly two-seat Aston cannot match.

Interior execution tells a different story in each car. The SL 63 leans heavily into Mercedes’ digital-forward cabin philosophy with a portrait-oriented central screen and extensive touch-surface controls, while the Aston Martin offers a more driver-focused cockpit with physical switchgear, real carbon fibre, and hand-stitched leather that feels more bespoke. The AMG’s MBUX infotainment is arguably more feature-rich, but the Vantage’s system, bolstered by wireless Apple CarPlay Ultra, is clean and intuitive. Both cars offer a Bowers & Wilkins audio upgrade, and both deliver a compelling open-air experience, though the AMG’s folding roof operates with a slightly more theatrical multi-piece mechanism.

In daily usability, the SL 63 edges ahead with its all-wheel-drive confidence, marginally better fuel economy in real-world conditions, a longer standard warranty, and the practicality of rear seating. The Vantage S Roadster counters with a more visceral driving experience, superior steering feel, a more dramatic design, and the cachet that comes with a hand-built British grand tourer.

Safety and Warranty

The Vantage S Roadster comes well-equipped with active safety technology. Standard driver-assistance features include autonomous emergency braking (AEB), forward collision warning (FCW), adaptive cruise control with stop-and-go functionality, lane-keeping assist (LKA), lane departure warning (LDW), and blind-spot alert (BSA). Passive safety is addressed by dual-stage airbags and a robust rollover protection system incorporating fixed hoops behind both seats. A factory alarm and engine immobiliser are also standard.

As a low-volume, hand-built sports car, the Vantage S Roadster has not been independently crash-tested by the NHTSA, IIHS, or any European or Australasian safety body. This is typical for the segment — neither the Porsche 911 Turbo S nor the Ferrari Roma Spider have undergone such testing either — but buyers should be aware that real-world crashworthiness data is unavailable.

Warranty coverage consists of a three-year, unlimited-mile bumper-to-bumper plan supplemented by a three-year roadside assistance programme. A ten-year corrosion-perforation warranty is also included. For owners seeking longer peace of mind, Aston Martin offers the Pinnacle Extended Service Contract, an optional plan that can extend coverage beyond the standard three-year term. While the base warranty is shorter than what Mercedes provides on the SL 63, the unlimited-mileage provision is a welcome concession for owners who intend to use the Vantage as a true long-distance grand tourer.

Running Costs and Ownership

Keeping a 670-horsepower twin-turbo V8 roadster fed and happy isn’t cheap, and the Vantage S Roadster doesn’t pretend otherwise. Official fuel figures sit at 15 mpg city and 22 mpg highway — roughly on par with the AMG SL 63 and the Ferrari Roma Spider, though the Porsche 911 Turbo S Cabriolet is a touch more efficient thanks to its smaller flat-six. You’ll be putting premium unleaded in it.

Service intervals are what you’d expect for an Aston, and while parts come from all over, the hand-built nature means specialist labour rates at the dealership will apply. Budget for tyres, too. That staggered 21-inch Michelin Pilot Sport 5S setup — 275/35 front and 325/30 rear — is premium rubber, and those wide rear 325s will wear quicker if you’re driving with enthusiasm. If you tick the box for carbon-ceramic brakes, you’ll pay more upfront but should see longer rotor life.

Depreciation is always a factor in this segment, though Astons, especially desirable specs, often hold their value better than some mass-market luxury cars. Keep it in a sought-after colour with a full service book, and you should see reasonable residuals. Insurance will be in the top bracket given the power, price, and repair costs, so get a quote before you sign on the dotted line.

Who Should Buy It

The Vantage S Roadster is for the buyer who wants open-air motoring with genuine supercar performance and a design that stands apart from the German and Italian mainstream. It suits the enthusiast who values steering feel, a visceral V8 soundtrack, and the pride of ownership that comes with a hand-assembled British grand tourer. If your weekend roads are twisting coastal highways and your garage already contains a more practical daily driver, the Vantage S Roadster will reward every single mile.

Those looking for the fastest possible 0–60 time, the most comprehensive infotainment ecosystem, or all-weather four-season confidence will find the Porsche 911 Turbo S Cabriolet or the Mercedes-AMG SL 63 better suited to their priorities. Buyers who demand rear seats or the lowest possible running costs should also look elsewhere. The Vantage S Roadster is unapologetically a two-seat, rear-driven, V8-powered indulgence — and that is precisely its charm.

Frequently Asked Questions